US5899308A - Friction clutch for a motor vehicle - Google Patents

Friction clutch for a motor vehicle Download PDF

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Publication number
US5899308A
US5899308A US08/500,197 US50019795A US5899308A US 5899308 A US5899308 A US 5899308A US 50019795 A US50019795 A US 50019795A US 5899308 A US5899308 A US 5899308A
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Prior art keywords
friction lining
friction
clutch
flywheel
plate
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Expired - Fee Related
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US08/500,197
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English (en)
Inventor
Heiko Schulz-Andres
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ZF Sachs AG
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Fichtel and Sachs AG
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Priority claimed from DE19513454A external-priority patent/DE19513454C2/de
Application filed by Fichtel and Sachs AG filed Critical Fichtel and Sachs AG
Assigned to FICHTEL & SACHS AG reassignment FICHTEL & SACHS AG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SCHULZ-ANDRES, HEIKO
Priority to US08/980,215 priority Critical patent/US5957258A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
    • F16D13/71—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members in which the clutching pressure is produced by springs only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/46—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member
    • F16D13/48—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member
    • F16D13/50—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/583—Diaphragm-springs, e.g. Belleville
    • F16D13/585—Arrangements or details relating to the mounting or support of the diaphragm on the clutch on the clutch cover or the pressure plate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D2013/642—Clutch-plates; Clutch-lamellae with resilient attachment of frictions rings or linings to their supporting discs or plates for allowing limited axial displacement of these rings or linings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
    • F16D2013/706—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members the axially movable pressure plate is supported by leaf springs

Definitions

  • the present invention generally relates to a friction clutch for a motor vehicle, the friction clutch having a flywheel and a clutch housing.
  • the flywheel and the clutch housing are connected to one another by means of a cylindrical wall disposed near the radially outer portion of the clutch housing.
  • the cylindrical wall can extend in a ring-shaped manner about the axis of rotation of the flywheel.
  • the friction clutch can also generally include a clutch plate having friction linings in its radially outer area, and an application plate or pressure plate which can be pressed towards the clutch plate by means of an application spring.
  • German Patent No. 38 02 955 A1 discloses a motor vehicle friction clutch with a clutch housing, which clutch housing extends toward the flywheel in the form of a cylindrical wall formed in the circumferential area of the clutch housing. With the free end of this wall, the clutch housing encloses the flywheel, and is connected to the flywheel by means of screws. By means of its cylindrical wall, the clutch housing encloses a clutch plate, which clutch plate is located between the flywheel and an application plate or pressure plate. The clutch plate is designed in the radially outer area to support friction linings. Pressure can be applied to the above mentioned application plate toward the clutch plate by means of an application spring, which application spring is mounted on the clutch housing.
  • a friction clutch with a clutch housing designed in this manner takes up little space in the radial direction. However, there are essentially no measures in a friction clutch of this type which would make possible an engagement or disengagement of the clutch by means of only a relatively low expenditure of force.
  • German Patent No. 42 39 289 A1 also discloses a motor vehicle friction clutch with a clutch plate.
  • a friction lining on each of the two sides of a lining spring systems.
  • One of these friction linings is adjacent to a flywheel, while the other friction lining faces an application plate.
  • the application plate can be pressed towards the clutch plate by means of an application spring, which application spring is mounted on the clutch housing.
  • the application spring the application force of which is kept constant by means of an adjustment device which acts in the event of wear, is active during engagement or disengagement in the opposite direction to the lining spring system.
  • the two spring forces can at least partly offset one another. Consequently, but at the cost of a rather expensive design and construction, the clutch can be engaged or disengaged with a relatively small expenditure of force.
  • the clutch housing has a wider portion in the manner of a flange in the area in which it is connected to the flywheel, and thus takes up a comparatively large amount of radial space, with respect to the outside diameter of the clutch plate.
  • German Patent No. 25 42 692 C2 discloses that, on the clutch plate of a friction clutch, it is possible to rivet a backing or base on a support part, and to glue the friction linings to the backing. Since the friction linings are generally located in the circumferential area of the clutch plate, a disadvantage can be that the mass moment of inertia of the clutch plate can be relatively high due to the backing.
  • the object of the present invention is to design a friction clutch so that, while maintaining a low construction or manufacturing expense, and while maintaining compact radial dimensions, the forces required to engage or disengage the clutch can be kept low, as well as the mass moment of inertia of the clutch plate.
  • the present invention teaches that this object can be accomplished by locating the friction linings of the clutch plate radially outwardly, essentially almost directly adjacent the cylindrical wall. As such, with a specified or predetermined friction surface area, a minimum ratio of outside diameter to inside diameter of the friction linings can be made possible. Further, the friction linings can be connected to the clutch disc, in accordance with one embodiment, without the interposition of a lining spring system.
  • the mathematically calculated average friction radius preferably increases. Consequently, the application force which can be applied by the application spring can be reduced, which also means that the force required to engage and disengage the clutch can be reduced.
  • the friction surface of the friction linings can be made larger, which can preferably lessen the force needed to engage and disengage the clutch.
  • an enlargement of the outside diameter of the clutch plate and thus a location of the friction lining at a greater distance from the axis of rotation of the friction clutch can result in an increase in the mass moment of inertia of the clutch plate.
  • This mass moment of inertia can preferably be counteracted by eliminating a lining spring system and connecting the friction linings to the clutch plate, for example, by means of carrier plates.
  • the glued connection can preferably be made by spraying the friction lining onto the corresponding carrier plate of the clutch plate.
  • the distance which must typically be travelled by the application plate in the axial direction, for the engagement or disengagement of the clutch can be reduced by the distance corresponding to the deformation of the lining spring system.
  • the translation of the application spring can be increased on account of this reduction of the distance to the application plate.
  • the force required for engagement or disengagement of the clutch can be decreased with a relatively low construction or manufacturing expense.
  • the deformation distance of the lining spring system can preferably be only a fraction of the deformation distance of conventional lining spring systems.
  • the application plate can thereby travel a distance which is hardly greater than in the embodiment without the lining spring system, so that the application spring can act with a translation which almost corresponds to that without the lining spring system.
  • the very small deformation distance of the lining spring system in accordance with the present invention, can typically be sufficient to compensate for thermally caused deformations, for example, of the application plate, but also on the counterpressure plate (for example in the form of a flywheel).
  • the counterpressure plate for example in the form of a flywheel.
  • One preferred deformation distance of such a lining spring system in the axial direction can preferably be between about 0.1 and 0.3 mm.
  • the clutch housing can preferably be designed so that it can be deformed elastically in the excursion direction of the application plate, i.e. the axial direction.
  • the elasticity of the clutch housing can preferably be achieved either by providing the housing with a thinner wall, or by a providing the housing with a special geometric shape.
  • the clutch housing can be connected to the application plate by means of a spring element, preferably in the form of a leaf spring.
  • the spring element can preferably be held to the application plate by means of a fastening means located in an opening formed in the application plate.
  • the application spring can preferably be fastened radially near the inner diameter of the friction lining to the clutch housing and can apply pressure to the application plate.
  • the force to be applied by the application spring can be comparatively low.
  • a weaker application spring which can be designed in a ring-shape with a relatively small radial diameter.
  • the application spring can be held to the clutch housing by fastening means located radially inward of the friction lining.
  • the installation of a relatively weak application spring having a relatively small circumferential dimension can also save material.
  • invention includes “inventions”, that is, the plural of "invention”.
  • invention the Applicant does not in any way admit that the present application does not include more than one patentably and non-obviously distinct invention, and maintains that this application may include more than one patentably and non-obviously distinct invention.
  • the Applicant hereby asserts that the disclosure of this application may include more than one invention, and, in the event that there is more than one invention, that these inventions may be patentable and non-obvious one with respect to the other.
  • a friction clutch such as for a motor vehicle
  • the friction clutch comprising; a flywheel, the flywheel having an axis of rotation and defining an axial direction parallel to the axis of rotation; a housing; a clutch plate disposed within the housing, the clutch plate having an outer circumference disposed about the axis of rotation and an inner circumference disposed within the outer circumference; a pressure plate disposed within the housing for engaging and disengaging the clutch plate with the flywheel; the clutch plate being disposed between the flywheel and the pressure plate; apparatus for biasing the pressure plate towards the flywheel; the clutch plate comprising: a hub for being non-rotationally connected to a transmission shaft, the hub being disposed at the inner circumference of the clutch plate; at least one friction lining being disposed for contacting the flywheel and being disposed for contacting the pressure plate upon engagement of the clutch plater the at least one friction lining having an inner diameter and an outer diameter; the at least one friction lining having a predetermined surface area defined between
  • the friction clutch comprising: a flywheel, the flywheel having an axis of rotation and defining an axial direction parallel to the axis of rotation; a housing; a clutch plate disposed within the housing, the clutch plate having an outer circumference disposed about the axis of rotation and an inner circumference disposed within the outer circumference; a pressure plate disposed within the housing for engaging and disengaging the clutch plate with the flywheel; the clutch plate being disposed between the flywheel and the pressure plate; apparatus for biasing the pressure plate towards the flywheel; the clutch plate comprising: a hub for being non-rotationally connected to a transmission shaft, the hub being disposed at the inner circumference of the clutch plate; at least one friction lining being disposed for contacting the flywheel and being disposed for contacting the pressure plate upon engagement of the clutch plate, the at least one friction lining having an inner diameter and an outer diameter; the at least one friction lining having a pre
  • a friction clutch such as for a motor vehicle
  • the friction clutch comprising: a flywheel, the flywheel having an axis of rotation and defining an axial direction parallel to the axis of rotation; a housing; a clutch plate disposed within the housing, the clutch plate having an outer circumference disposed about the axis of rotation and an inner circumference disposed within the outer circumference; a pressure plate disposed within the housing for engaging and disengaging the clutch plate with the flywheel; first apparatus for biasing the pressure plate towards the flywheel; the clutch plate being disposed between the flywheel and the pressure plate; the clutch plate comprising: a hub for being non-rotationally connected to a transmission shaft, the hub being disposed at the inner circumference of the clutch plate; a first friction lining and a second friction lining for contacting the flywheel and the pressure plate upon engagement of the clutch plate; the first friction lining and the second friction lining being disposed at the outer circumference of the clutch plate; second apparatus for biasing the first
  • Still another aspect of the present invention resides broadly in a method of making and operating a friction clutch for a motor vehicle, the friction clutch comprising: a flywheel, the flywheel having an axis of rotation and defining an axial direction parallel to the axis of rotation; a housing; a clutch plate disposed within the housing, the clutch plate having an outer circumference disposed about the axis of rotation and an inner circumference disposed within the outer circumference; a pressure plate disposed within the housing for engaging and disengaging the clutch plate with the flywheel; the clutch plate being disposed between the flywheel and the pressure plate; the clutch plate comprising: a hub for being non-rotationally connected to a transmission shaft, the hub being disposed at the inner circumference of the clutch plate; a first friction lining and a second friction lining for contacting the flywheel and the pressure plate upon engagement of the clutch plate; the first friction lining and the second friction lining being disposed at the outer circumference of the clutch plate; apparatus for biasing the first friction lining and the second friction lining
  • FIG. 1 shows a friction clutch with a flywheel, a clutch plate and a clutch housing, in longitudinal section;
  • FIG. 1a shows substantially the same view as FIG. 1, but shows additional details
  • FIG. 2 shows a detail of the flywheel, clutch plate and clutch housing with a different design in the circumferential area from the embodiment illustrated in FIGS. 1 and 1a;
  • FIG. 2a shows substantially the same view as FIG. 2, but shows additional details
  • FIG. 3 is substantially the same as FIGS. 2 and 2a, but shows a lining spring system between the friction linings instead of a lining support;
  • FIG. 3a shows substantially the same view as FIG. 3, but shows additional details
  • FIG. 4 shows a detail of a spring element of the lining suspension, viewed from radially outward on the clutch plate;
  • FIG. 4a shows substantially the same view as FIG. 4, but shows additional details
  • FIG. 5 shows a plan view of a friction ring or friction lining
  • FIG. 6 shows a section through the upper half of a clutch plate with the use of friction rings as illustrated in FIG. 5;
  • FIG. 7 shows a general depiction of a motor vehicle power train
  • FIG. 8 shows a sectional view of a friction clutch
  • FIG. 9 shows one possible embodiment of a spring device disposed between adjacent friction rings.
  • the motor vehicle friction clutch illustrated in FIGS. 1 and 1a can preferably include a flywheel 1, which flywheel 1 can be fastened for example by bolts 2, equiaxially to a crankshaft 4.
  • the flywheel 1 can rotate around an axis of rotation 3, as part of an internal combustion engine (not shown).
  • the flywheel 1, in its radially outer area, can have a substantially cylindrical wall 5, which wall 5 extends towards a clutch housing 7.
  • other methods of fastening the clutch housing 7 to the flywheel 1 would be within the scope of the present invention.
  • the cylindrical wall 5 of the flywheel 1 can surround a clutch plate 10 and a ring-shaped application plate or pressure plate 12.
  • the extension 13 can preferably be pushed or biased by a free end 15a (see FIG. 1a) of an application spring 15.
  • the application spring 15 can have a number of spring tabs 16 extending radially inwardly.
  • the spring tabs 16 can be actuated in a known manner by a device (shown schematically in FIG. 1a) for engagement and disengagement of the clutch.
  • the application spring 15 can preferably be held or positioned in its radially outer area on clips 17 of the clutch housing 7.
  • the clutch plate 10 can be displaced axially in a conventional manner by means of a hub 19, and can be non-rotationally coupled with an input shaft (not shown here, but see 4" in FIG. 8) of a transmission. Further, the clutch plate 10 can have two cover plates 21 and 22, which cover plates 21, 22 can preferably be located opposite one another on the hub 19. Between the two cover plates 21, 22 there can be a hub disc 23. Torsion springs 20 can be braced both on cover plates 21 and 22 and also on hub disc 23. There can also be torsional vibration dampers 24 located adjacent the hub 19, which vibration dampers 24 are generally well known and will therefore not be discussed further here.
  • a lining support 27 can be fastened in the radially outer area of cover plate 21, facing the flywheel, preferably by means of a riveted connection 25.
  • the lining support 27 can have a friction lining 28 disposed on each side thereof in the circumferential area of the support 27.
  • the friction linings 28, in accordance with this particular embodiment, can either be glued or sprayed directly onto the lining support 27, preferably without the utilization of a lining spring system.
  • the lining support 27 can preferably be considered to be a carrier plate or plates.
  • the lining support 27, and thus the outside diameter of the friction linings 28, can extend in the radial direction to essentially directly next to an interior portion 5a (see FIG. 1a) of the cylindrical wall 5 of the flywheel 1.
  • a friction lining such as friction linings 28, can be given a very large outside diameter, and the inside diameter, for a specified friction surface, can also be relatively large, due to the relatively small extent of the friction lining 28 in the radial direction. Consequently, the ratio of the outside diameter to the inside diameter of the friction linings can be less than about 1.4, and can approach the limit value of 1.
  • the friction linings 28 by extending the clutch plate 10, lining support 27, and the friction linings 28 further radially outwardly towards the cylindrical wall 5, the friction linings 28, while maintaining the necessary minimum outside to inside diameter, can be made larger and can thus provide a larger usable friction surface.
  • space which was previously unused between the interior portion 5a (see FIG. 1a) of the wall 5 and the outer diameter of the friction linings 28 can preferably now be utilized to make the friction linings 28 larger, while the other components of the friction clutch can essentially remain the same size.
  • the ratio of the outside diameter to the inside diameter of the friction linings 28 shown in FIGS. 1 and 1a can be approximately 1.25.
  • an average friction diameter D M which average friction diameter D M can be calculated, or at least estimated, by means of the following formula: ##EQU1## can assume a maximum value for the specified diameter of the clutch housing 7, which means that the application force to be applied by the application spring 15 can preferably be reduced. Therefore, a relatively weak application spring 15 can be used to apply pressure to the friction linings 28 by means of the application plate 12.
  • the friction linings 28 can be made larger, while still maintaining the necessary ratio between the outside and inside diameters, and thus the surface areas of the friction linings 28 can be made larger.
  • the force required to engage or disengage the clutch can be reduced because the force applied by the application spring 15 will be spread over a larger surface area than was previously the case.
  • the ratio of the outside diameter to the inside diameter is approximately 1.25, as mentioned above.
  • the surface area of a friction lining having these dimensions could be calculated using the following formula:
  • the surface area of a friction lining having the above-noted dimensions would be approximately 82.8 cm 2 . It should be apparent that if the diameter of the friction lining is reduced, the surface area of the friction lining will also be reduced. For example, if the friction lining has an outside diameter of 16.0 cm and an inside diameter of 12.8, which would provide a ratio of about 1.25 cm, the surface area would be approximately 72.4 cm 2 .
  • the application spring 15 could possibly be lengthened in the radial direction.
  • the application spring 15 which spring 15 the engagement or disengagement force must act through, the work done by the force can be increased.
  • the force required to engage or disengage the clutch can be lessened, at least to some extent.
  • the application plate 12 can preferably be connected to the clutch housing 7 by means of one or more spring elements 30, whereby the spring elements 30 can be connected to the clutch housing 7 by fastening means 31, for example rivets, which rivets 31 can be inserted into an opening 32 of the application plate 12.
  • the spring elements 30 can preferably be in the form of leaf springs, wherein one end of each leaf spring can be fastened to the application plate 12 by means of the rivets 31, and the other end of the leaf springs can be attached to the clutch housing 7 by additional fastening means, such as by additional rivets not shown here.
  • the application spring 15, mounted radially inside the application plate 12 on the clutch housing 7 in the clips 17, can preferably act with its radially outer end 15a (see FIG. 1a) on the extension 13 of the application plate 12, and thus on the radially inner end of the application plate 12.
  • an application spring 15 which is smaller in diameter.
  • the mass moment of inertia of the clutch plate 10 can be reduced, and, on the other hand, the distance in the axial direction which must typically be travelled by the application plate 12 for engagement or disengagement of the clutch can be reduced by the distance which corresponds to the typical deformation distance of a lining spring system. Consequently, the application spring 15 which exerts pressure on the application plate 12 need execute only a relatively small axial movement, while the distance which must be travelled by a device for engagement or disengagement (see FIG. 1a) of the clutch can remain essentially unchanged.
  • the engagement/disengagement device can typically interact with the tabs 16 of the application spring 15.
  • the translation ratio on the application spring 15 can be increased, and the force required for engagement or disengagement can preferably be significantly reduced.
  • the result can be a friction clutch in which the force for engagement or disengagement is relatively small, with a correspondingly low manufacturing expense.
  • the friction clutch can have reduced elasticity during engagement or disengagement.
  • This reduction in elasticity can preferably be compensated for by a corresponding design of the clutch housing 7.
  • the clutch housing 7 can be designed either with a lesser wall thickness 50 (as shown in FIG. 1 and 1a), or by corresponding structural measures on the clutch housing 7.
  • the clutch housing 7 fastened radially outwardly on the wall 5 of the flywheel 1 can preferably act like a clamped leaf spring, such that its radially inner area 51 in the axial direction can have a particularly elastic behavior.
  • the elasticity of the clutch housing 7 can be superimposed on the elasticity of the application spring 15.
  • the application plate 12 Due to the heat which is generated when slip occurs between the application plate 12 and the corresponding friction lining 28, the application plate 12 can tend to warp, which tendency can be reduced, in accordance with one embodiment, by making the application plate 12 appropriately massive. Any extra weight in the friction clutch which thereby results can be compensated for by a more lightweight realization of the flywheel 1 and the additional clutch elements, such as the application spring 15, as discussed above, which can be done to particular advantage if the friction clutch is designed as a modular clutch.
  • the friction linings 28 can preferably be enlarged by extending the linings 28 essentially up to the interior portion 5a of the wall 5, while maintaining the desirable ratio of outside diameter to inside diameter (i.e. between 1.4 and 1).
  • the linings 28 can preferably be extended towards the wall 5 to form a clearance 28a (see FIG. 1a), which clearance 28a can preferably be adequate to allow for rotation of the cover plate 21 and linings 28 during operation of the friction clutch.
  • this clearance 28a can preferably be of a dimension large enough to permit at least some thermal expansion of the clutch components, such as the cover plate 21.
  • the actual dimension of the clearance 28a can preferably be about 1.0 mm, with the flywheel 1 having a diameter D F (see FIG. 1a) of about 21.4 cm, the interior portion or surface 5a of wall 5 having a diameter D W of about 17.4 cm, and the outside diameter D A being about 17.2 cm, as discussed hereinabove.
  • the clearance 28a can be about 1.5 mm, 2.0 mm, 2.5 mm, 3.0 mm, 3.5 mm, 4.0 mm, 4.5 mm, 5.0 mm, 5,5 mm, 6.0 mm, 6.5 mm, 7.0 mm, 7.5 mm, 8.0 mm, 8.5 mm, 9.0 mm, 9.5 mm, 1.0 cm, 1.5 cm, 2.0 cm, 2.5 cm, 3.0 cm, 3.5 cm or 4.0 cm. It should be understood that the present invention is not to be taken as limited to the values given above.
  • the actual dimensions of the outer and inner diameters of the friction linings 28 can preferably be chosen, in accordance with one embodiment, based on the properties (i.e. the coefficient of thermal expansion) of the materials from which the lining support 27 and the wall 5 are made.
  • the lining support 27 will most likely heat up and expand faster than the wall 5 of the flywheel 1 (if the wall 5 is part of the flywheel 1) or of the housing 7 (if the wall 5 is part of the housing 7) due to the friction between the flywheel 1, the linings 28, and the pressure plate 12, and since the lining support 27 with its friction linings 28 is typically located in a substantially enclosed space.
  • the clearance 28a should preferably be given a dimension which is adequate for permitting the lining support 27 to expand without coming into contact with the interior portion 5a of the wall 5, which contact could prevent normal operation or rotation of the clutch disc 21.
  • the clearance 28a should be the minimum necessary so that the linings 28 can be made as large as possible while maintaining the desired ratio of the inner and outer diameters of the friction linings 28 (i.e. between about 1.4 and about 1.0).
  • the coefficient of thermal expansion of the wall 5 may also be taken into consideration, as the wall 5 may it self expand due to the typically high operating temperatures of the friction clutch.
  • the friction clutch illustrated in FIGS. 2 and 2a differs from the clutch described above in terms of the configuration of the clutch housing 7.
  • the cylindrical wall 5 can preferably be part of the clutch housing 7.
  • the clutch housing 7 can surround the flywheel 1 by means of the free end of the wall 5.
  • the fastening means 31 can each be located in an opening 32 of the application plate 12 and each fastening means 31 can preferably hold one end of a spring element 30.
  • the spring elements 30 can preferably be designed in the form of leaf springs. As also discussed above, one end of the leaf springs can be fastened to the application plate by means of the fastening means 31, and the other ends of the leaf springs can be attached to the clutch housing 7 in a similar manner.
  • the clutch housing 7 can support an application spring 15, the spring 15 having a number of spring tabs 16, radially inside the ring-shaped application plate 12, which spring 15, by means of its radially outer end, can apply pressure to the radially inner end 12a (see FIG. 2a) of the application plate 12.
  • the application plate 12 preferably does not have an extension 13 such as that shown in FIGS. 1 and 1a. Instead, the application plate 12 can have the curved radially inner end 12a (see FIG. 2a).
  • the application spring 15 can be fastened to the clutch housing 7 by means of rivets 33, and can pivot about a ring 33a in order to engage or disengage the clutch. Further, there can preferably be holes 7a in the clutch housing for receiving the rivets 33. Likewise, there can also preferably be holes 15b in the application spring 15 for receiving the rivets 33 therethrough.
  • FIGS. 3, 3a, 4 and 4a show a friction clutch similar to that shown in FIGS. 2 and 2a, however, the friction clutch shown in FIGS. 3-4a can preferably have a lining spring system 55 located between the friction linings 28.
  • the lining spring system 55 can preferably include individual spring elements 57.
  • the deformation distance of this lining spring system or suspension 55 can be kept sufficiently small by limiting the deformation x (see FIGS. 4 and 4a) in the axial direction with respect to the neutral axis 56 of the individual spring elements 57, one of which spring elements 57 is shown enlarged in FIGS. 4 and 4a.
  • the deformation distance x of the lining spring 55 can preferably be limited to about 0.1 to 0.3 mm, while in a lining suspension with a deformation distance specified in the conventional manner, the deformation distance is approximately 0.7 mm. Otherwise, the embodiments shown in FIGS. 3, 3a, 4 and 4a have essentially the same components as that shown in FIGS. 2 and 2a, and will not be discussed further here.
  • the lining spring system 55 shown in FIGS. 3, 3a, 4 and 4a can preferably be substituted for the lining support 27 shown in FIGS. 1-2a, and can preferably be attached to the cover plate 21 (not shown in FIGS. 3, 3a, 4 and 4a) by means of rivets 25 (see FIGS. 1 and 1a), or other appropriate fastening means.
  • the individual spring elements 57 can preferably be formed as part of, or can be integral with the lining spring system 55 and can be formed on the outer circumference thereof. The individual spring elements 57 can preferably serve to bias the friction linings 28 in a direction away from one another.
  • the linings 28, in accordance with one possible embodiment of the present invention, can be fastened to the lining spring system 55 by means of glue or adhesive applied to areas 55a (see FIG. 4a) of the individual spring elements 57, which areas 55a can preferably be in contact with a respective friction lining 28.
  • the lining spring system 55 can preferably have a spring travel x, which can be in the range of about 0.1 mm to 0.3 mm, as mentioned hereinabove.
  • the lining spring system 55 can provide the linings 28 with a spring travel x in a direction towards one another.
  • This spring travel x can preferably serve to compensate for any deformations of the flywheel 1 and/or the pressure plate 12.
  • the lining spring system 55 can permit one or both of the friction linings 28 to move inwardly, i.e. towards the other lining or towards each other to thereby maintain a more even friction surface on the friction linings 28.
  • FIG. 7 A depiction of a motor vehicle and corresponding power transmission components is shown in FIG. 7, wherein the motor vehicle 100 could typically have an internal combustion engine 101 mounted in a forward portion thereof.
  • the motor vehicle 100 could also typically have a transmission 102 for transmission of mechanical power from the engine 101 to the rear vehicle wheels 103 via a drive shaft 104.
  • a friction clutch 105 could preferably be provided, in accordance with the present invention, for engaging the transmission 102 with the engine 101. It should be understood that a friction clutch having a clutch plate 10, as shown in FIGS. 1 and 1a in accordance with the present invention, can preferably be utilized in the motor vehicle 100 shown in FIG. 7.
  • a friction clutch 105 can generally have a clutch disc 1", which clutch disc 1" can have a hub 2" that can be configured to be mounted non-rotationally on a transmission shaft 4".
  • a mounting can be provided, for example, by means of a toothing 2a" disposed within the hub 2", which toothing 2a" would preferably be configured to correspond to similar toothing on the transmission shaft 4".
  • the transmission shaft 4" defines an axis of rotation 4a", about which the hub 2" rotates.
  • the friction clutch 105 could also preferably have a housing 50" for housing the components of the clutch therein.
  • the hub 2" of the clutch plate 1" can preferably be provided with a hub disc 3", which hub disc 3", can be integral with the hub 2", and which hub disc 3" can point radially outward from the hub 2".
  • cover plates 5" and 6" can preferably be provided, which cover plates 5" and 6" can be fixed in relation to one another, and held at an axial distance in relation to one another.
  • At least one of the two cover plates for example, the cover plate 6", as shown in FIG. 8, in its radially outer region, can preferably have a lining support 7", to which friction linings 7a" can be fastened.
  • the two cover plates 5" and 6 for example, can preferably be guided in the radial direction, by means of a bore in one of the two cover plates 5", 6", on a cylindrical guide surface 2b" of the hub 2", as also shown in FIG. 8.
  • the friction rings 7a" can preferably be connected to one another and to the lining support 7" by means of a fastening rivet 7b", which fastening rivet 7b" preferably runs through a passage 7c".
  • the rivets 7b" can preferably form a non-detachable connection to the corresponding lining supports 7" by means of a rivet head 7d", which holds the rivet 7b" in place.
  • the rivet 7b", rivet head 7d" and passage 7c" are further illustrated in FIG. 9.
  • a pressure plate device 52" for applying an axial force to the friction linings 7a" to engage the linings 7a" with a counterthrust plate (not shown here, but see 1 in FIGS. 1 and 1a) which would essentially be rotating with the engine, to thereby cause the hub disc 3" to also rotate with the engine and turn the shaft 4".
  • the pressure source for applying this axial pressure to the pressure plate device 52" could preferably be a biasing member, such as a spring device 51", which can bias the pressure plate 52" away from the housing 50" into engagement with the friction linings 7a".
  • a biasing member such as a spring device 51
  • a pressure release device 45" can be provided for relieving the pressure of the pressure plate 52" on the friction linings 7a". Such a device 45" can in essence work against the biasing force of spring device 51".
  • Such arrangements of pressure plate device 52", biasing members 51", pressure relief device 45" and housing 50" are generally well known, and are therefore shown only schematically in the figures.
  • the hub disc 3" there will typically be windows 9" in which windows, coil springs 12" will generally be disposed. These coil springs 12" can essentially be disposed about the hub disc 3" over the same average diameter from the axis of rotation 4a", and can also essentially be uniformly placed about the circumference. Similar windows 9a” will typically be located in the cover plates 5" and 6" also for receiving the springs 12" therein.
  • additional components can preferably be provided radially inside the coil springs 12" and between the cover plates 5" or 6" and the hub disc 3".
  • On the one side there can preferably be a friction ring 13" with lugs 30" that can be guided in openings 31" of the cover plate 5", a spring 14", and a control plate 15".
  • On the opposite side there can be a thrust ring 16" and a friction ring 19".
  • the control plate 15" and thrust ring 16 can preferably be held non-rotationally to one another and at an axial distance from one another, by means of axially-bent tabs 21", which can be provided on either, or both parts.
  • a clutch plate 1' can typically be oriented concentric to an axis of rotation 3'.
  • the clutch plate 1' can essentially comprise a hub 2' which can be installed non-rotationally on a transmission shaft (not shown in FIG. 6).
  • Located on the hub 2' there can preferably be a hub disc 4', to which hub disc 4' there can preferably be fastened a support 5'which can extend radially outwardly from the hub 2'.
  • the support 5' there can preferably be at least one friction ring 6', and preferably two friction rings 6' fastened one on each side, whereby there can preferably be a spring device 7' between the two friction rings 6'.
  • a spring device 7' can possibly be provided as depicted in FIG. 9, wherein the lining support 5' can preferably be formed by a pair of corrugated metal plates 12a', 12b', with the corrugations 13a', 13b', being of a size sufficient to act as biasing members.
  • Such a spring device 7' for example, can be active both between two friction rings 6' and also between one friction ring 6' and the support 5'.
  • a friction ring 6' can preferably have an inside diameter (D i ') and an outside diameter (D a '), wherein one can determine a ratio of the outside diameter (D a ') to the inside diameter (D i '). It has surprisingly been found that this ratio should preferably be less than or equal to about 1.4. More particularly, this ratio can preferably be between about 1.25 and about 1.38, while, in at least one configuration of the present invention, the ratio can essentially be in the range of approximately 1.3. In this range for the diameter ratio, the clutch plate 1' can absorb a maximum amount of heat generated by friction, as is generated, for example, when the vehicle is repeatedly required to start on an uphill slope.
  • the absorption of the heat generated by friction can be increased further by providing the spring device 7' which, when the clutch is fully engaged and there is a corresponding load on the friction rings 6' from the pressure plate and the counterpressure plate of the friction clutch, as shown by the arrows 10' in FIG. 6, has a remaining spring travel (X').
  • This remaining spring travel (X') can advantageously be in the range from about 0.10 mm to about 0.30 mm. (Shown exaggerated in FIG. 6 for purposes of illustration only.)
  • Clutch discs can, for example, have an outer diameter in the range of between about 22.50 cm and about 22.70 cm.
  • a clutch disc manufactured by Sachs, West Germany, and having part No. 18-1861 969 301 has friction linings with an outside diameter of about 22.70 cm and an inside diameter of about 15.00 cm
  • a clutch disc manufactured by Ford Motor Company and having part No. E57A7550GA has friction linings with an outside diameter of about 22.50 cm and an inside diameter of about 14.90 cm.
  • both of these two known clutch discs have friction linings with diameter ratios of about 1.51.
  • a friction lining in accordance with the present invention could have an outside diameter of between about 21 cm to about 24 cm. Even more specifically the outer diameter could be between about 22.50 cm and 22.70 cm with a corresponding inside diameter in the range of between about 17.30 and 17,45.
  • the friction linings may be of a size of up to about 30 cm, or even greater, and for small vehicles, the size might be as small as possible 15 cm, or less.
  • the external diameter could possibly have a value of 15 cm, 16 cm, 17 cm, 18 cm, 19 cm, 20 cm, 21 cm, 22 cm, 23 cm, 24 cm, 25 cm, 26 cm, 27 cm, 28 cm, 29 cm and 30 cm.
  • the diameter ratio in a number of ways. For instance, if it was desirable to maintain the outside diameter of a friction lining the same size as commonly used in the past, the inside diameter could be enlarged to provide the ratio in accordance with the present invention. Further, if it was desirable to reduce the overall diameter of the friction linings while maintaining the same inside diameter, only the outside dimension of the friction linings would need to be reduced. Alternatively, it might be desirable that a friction lining in accordance with the present invention has the same surface area as has commonly been used in the past. As such, both the inside and outside diameters would essentially need to be enlarged to a degree at which such a ratio, in accordance with the present invention was attainable, while preserving the surface area.
  • One further aspect of the present invention resides broadly in the manufacture and use of a clutch disc having the diameter ratio in accordance with the present invention in a transmission of a motor vehicle, or even more particularly to the use of such a clutch disc in a large number of mass produced motor vehicles, wherein the clutch disc itself, is also mass produced.
  • the concept of mass production in essence, can possibly refer to the production of at least hundreds of units per day, and can possibly range up to the production of thousands of units per day.
  • a large number of such friction rings can be mass produced, the friction rings can then preferably be assembled in mass production with additional components, such as the hub and lining supports, to form friction discs.
  • the mass produced friction discs can then be further assembled in mass production with additional components to form a friction clutch assembly.
  • the friction clutch assemblies can then be installed in the transmission of motor vehicles during the mass production of the motor vehicles.
  • the clutch discs will typically be able to withstand a greater amount of heating before warpage might occur.
  • a greater surface area of the discs in accordance with the present invention will be available for contact with the engine flywheel, thereby providing an increased transmission capability, and enabling heat distribution to remain more uniform for longer periods of time, thus reducing peak loads on the friction linings.
  • One feature of the invention resides broadly in the friction clutch with a flywheel and a clutch housing which are connected to one another by means of a preferably cylindrical wall in the radially outer portion of the clutch housing running in a ring-shaped manner around the axis of rotation of the flywheel, which clutch housing encloses a clutch plate with friction linings in the radially outer area, and with an application plate or pressure plate which can be pressed toward the clutch plate by means of an application spring, characterized by the fact that the friction linings 28 are guided radially outward up to directly next to the cylindrical wall 5, to make possible, with a specified friction surface, a minimum ratio of outside diameter to inside diameter on the friction linings 28, which are connected to the clutch disc 10 without the interposition of a lining spring system.
  • Another feature of the invention resides broadly in the friction clutch characterized by the fact that the ratio of the outside diameter to the inside diameter of the friction lining 28 is less than 1.4.
  • Yet another feature of the invention resides broadly in the friction clutch characterized by the fact that the friction lining 28 is connected to the clutch plate 10 by means of gluing or spraying on.
  • Still another feature of the invention resides broadly in the friction clutch characterized by the fact that the clutch housing 7 has at least one area 51 which is elastically deformable in the excursion direction of the application plate 12.
  • a further feature of the invention resides broadly in the friction clutch characterized by the fact that the wall thickness 50 of the clutch housing 7 is reduced at least in the area 51 provided for the elastic deformation.
  • Another feature of the invention resides broadly in the friction clutch characterized by the fact that the clutch housing 7 is connected by means of at least one spring element 30 to the application plate 12, and is engaged on the latter inside the span or extension of the friction lining 28 on its side farther from the friction lining 28.
  • Yet another feature of the invention resides broadly in the friction clutch characterized by the fact that the spring element 30 is held to the application plate 12 by means of a fastening means 31 which is located in an opening 32 formed in the application plate 12 in the span of the friction lining 28.
  • Still another feature of the invention resides broadly in the friction clutch characterized by the fact that the application spring 15 is fastened radially inside the span of the friction lining 28 to the clutch housing 7, and applies pressure to the application plate 12.
  • a further feature of the invention resides broadly in the friction clutch characterized by the fact that the application plate 12 is designed in a ring shape, and the outside diameter of the application spring 15 runs in the radially inside area of the application plate 12.
  • Another feature of the invention resides broadly in the friction clutch characterized by the fact that the application spring 15 is fastened to the clutch housing 7 radially inside the application plate 12.
  • Yet another feature of the invention resides broadly in the friction clutch characterized by the fact that while reducing the weight of the other clutch components, such as the flywheel 1 or the application spring 15, the application plate 12 can be made heavier by the corresponding amount to stabilize it against thermal distortion or warping.
  • Still another feature of the invention resides broadly in the friction clutch with a flywheel and a clutch housing which are connected to one another by means of a preferably cylindrical wall in the radially cuter portion of the clutch housing running in a ring-shaped manner around the axis of rotation of the flywheel, which clutch housing encloses a clutch plate with friction linings in the radially outer area, and with an application plate which can be pressed toward the clutch plate by means of an application spring, characterized by the fact that the friction linings 28 are guided radially outward up to directly next to the cylindrical wall 5, to make possible, with a specified friction surface, a minimum ratio of outside diameter to inside diameter on the friction linings 28, which are connected to the clutch disc 10, whereby the deformation of the lining spring system 55 in the axial direction is essential limited to a dimension which is necessary to compensate for a thermally-caused distortion of one of the clutch elements flywheel 1, application plate 12 which can be brought into engagement with the respective friction lining 28.
  • a further feature of the invention resides broadly in the friction clutch characterized by the fact that the deformation distance of the lining spring system 55 in the axial direction is specified in a range between 0.1 and 0.3 mm.
  • clutch discs and friction linings which could have components interchangeable with the embodiments of the present invention may be disclosed by the following U.S. Pat. Nos.: 5,000,304 to Koch, Raab, Dotter and Ament, entitled “Clutch Disc”; 4,941,558 to Schraut, entitled “Clutch Disc”; 4,854,438 to Weissenberger and Huditz, entitled “Clutch Disc for a Friction Disc Clutch”; 4,741,423 to Hayen, entitled “Clutch Disc for a Friction Clutch”; and 4,715,485 to Rostin, Tomm and Hartig, entitled “Clutch Disc for a Motor Vehicle Friction Clutch”.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
US08/500,197 1994-07-12 1995-07-10 Friction clutch for a motor vehicle Expired - Fee Related US5899308A (en)

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US08/980,215 US5957258A (en) 1994-07-12 1997-11-28 Friction clutch for a motor vehicle

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DE4424478 1994-07-12
DE4424478 1994-07-12
DE19513454 1995-04-08
DE19513454A DE19513454C2 (de) 1994-07-12 1995-04-08 Reibungskupplung

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Cited By (3)

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KR100412391B1 (ko) * 2001-09-21 2003-12-31 현대자동차주식회사 클러치 구조
US6672444B2 (en) * 2000-10-07 2004-01-06 Mannesmann Sachs Ag Pressure plate assembly
US20060174768A1 (en) * 2005-02-04 2006-08-10 General Electric Company Apparatus and method for the removal of particulate matter in a filtration system

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DE10050729A1 (de) * 2000-10-13 2002-04-25 Zf Sachs Ag Hydrodynamische Kopplungseinrichtung
KR20030016523A (ko) * 2001-08-21 2003-03-03 변동환 제동 기능을 갖는 허브 조립체

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FR1318525A (fr) * 1962-03-29 1963-02-15 Alford & Alder Engineers Ltd Perfectionnements apportés aux embrayages à friction
GB1003406A (en) * 1963-07-22 1965-09-02 Automotive Prod Co Ltd Improvements in and relating to diaphragm spring clutches
DE2542692A1 (de) * 1975-09-25 1977-03-31 Fichtel & Sachs Ag Reibbelag
US4241820A (en) * 1977-10-06 1980-12-30 Aisin Seiki Kabushiki Kaisha Clutch assembly
GB2093933A (en) * 1980-12-19 1982-09-08 Luk Lamellen & Kupplungsbau Clutch disc
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US4593803A (en) * 1983-06-22 1986-06-10 Valeo Clutch mechanism
DE3440827A1 (de) * 1983-12-01 1985-06-13 LuK Lamellen und Kupplungsbau GmbH, 7580 Bühl Reibungskupplung
FR2556061A1 (fr) * 1983-12-01 1985-06-07 Luk Lamellen & Kupplungsbau Embrayage a friction, et procede de fabrication associe
EP0162393A1 (de) * 1984-05-14 1985-11-27 SINTERSTAHL Gesellschaft m.b.H. Reibkupplungen oder -bremsen mit einem Reibkörper, bestehend aus Trägerblech und Streusinterreibbelag
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DE3802955A1 (de) * 1987-02-28 1988-09-08 Luk Lamellen & Kupplungsbau Reibungskupplung
US5048659A (en) * 1988-08-05 1991-09-17 Kabushiki Kaisha Daikin Seisakusho Clutch disc
US4967892A (en) * 1988-11-17 1990-11-06 Kabushiki Kaisha Daikin Seisakusho Cushioned clutch disc with stiffening plates
GB2244313A (en) * 1989-01-27 1991-11-27 Automotive Products Plc Friction facing material and carrier assembly
GB2237077A (en) * 1989-10-05 1991-04-24 Automotive Products Plc Friction clutch assembly
GB2243884A (en) * 1990-05-07 1991-11-13 Fichtel & Sachs Ag Friction clutch unit and method of producing same
FR2669088A1 (fr) * 1990-11-08 1992-05-15 Valeo Embrayage pour transmission a amortisseur dynamique de vibrations, notamment de vehicules automobiles.
DE4239289A1 (es) * 1991-11-26 1993-05-27 Luk Lamellen & Kupplungsbau
GB2263509A (en) * 1992-01-21 1993-07-28 Fichtel & Sachs Ag Method for removing a motor vehicle friction clutch and friction clutch suitable for this purpose
EP0554472A1 (de) * 1992-02-01 1993-08-11 Raybestos Industrie-Produkte GmbH Reibbelag od. dgl.
US5431269A (en) * 1992-12-08 1995-07-11 Fichtel & Sachs Ag Transmission for a motor vehicle with a friction clutch having a clutch disc with torsionally locked friction ring

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6672444B2 (en) * 2000-10-07 2004-01-06 Mannesmann Sachs Ag Pressure plate assembly
KR100412391B1 (ko) * 2001-09-21 2003-12-31 현대자동차주식회사 클러치 구조
US20060174768A1 (en) * 2005-02-04 2006-08-10 General Electric Company Apparatus and method for the removal of particulate matter in a filtration system

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GB2291145B (en) 1998-09-23
US5957258A (en) 1999-09-28
ES2119642A1 (es) 1998-10-01
GB2291145A (en) 1996-01-17
ES2119642B1 (es) 1999-04-01

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